Car.



R. DEAN.

OAR.

APPLICATION FILED MAR. 26, 1912.

Ratented Mar. 11, 1913.

6 SHEETSSHEET l.

R. DEAN.

OAR.

APPLICATION FILED MAR. 26, 1912.

L55,615, Patented Mar. 11,1913.

6 SHEETS-SHEET 2.

wwsaea' R. DEAN.

UAR.

APPLICATION FILED MAR.26,1912.

1,055,615. Patented Mar.11,1913.

6 SHEBTSSHEET 3.

l froe-aaei' M67350]? 7 In I v R. DEAN.

OAR.

APPLICATION FILED MAR. 26, 1912.

' Patented Mar. 11, 1913.

6 SHEETS-SHEET 4.

Ja e/2;???

il? kw \1 Wroeaaea R. DEAN.

OAR.

APPLICATION FILED MAR. 26, 1912.

Patente i Mar. 11, 1913.

6 SHEETSSHEET 6.

To all whom it may concern:

'ucnmoNn DEA-N, or CHICAGO, ILLINOIS,'ASSIG 1\TOR T was PULLMAN commit. Q11- rmrrED STATES FAIENT ormcn CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

GAR.

Be it known that I, RICHMOND DEAN, a citizen of the United States, residing at Chicago, in'the county of Cook and State of Illinois, have invented certain new and useful Improvements in Cars, of-which the following is a specification.

'After a careful study of the efiects of accidents and collisions on railway passenger cars, I have discovered that the -construc-' tions of framing of the cars may be, modified so as to afi'ord greater safety to the pas- 1 sengers and to reduce to a minimum the damage done to the cars. It has heretofore been supposedthiatto enablethe'cars, more particularly those ofvthe modern steel or partial steel construction, to best withstand the shocks of collisions, the car underframes should be made of comparatively great strength and rigidity so that the butts and blows of the collisions would be transmitted through the longitudinal beams or members of the underframe, and in this way, prevent damage to the body of the car. This style of construction, however,'may be improved because of the fact that when the impact occurs the underframe of one car has atendency to mount and override that of the next car, shearing off or .otherwise seriously injuring the super-structure or car-body. In other words, I have discovered that unduly strong underframes, instead of afi'ording the presumed advantage of safety to the'passenger's and of preserving the cars from injury, may, at least in some instances,

contribute'to the damage of the latter. If

the force of the collision is sufiicient to cause such overriding underframe to break down the end-wall of the car against which it is come these and other difficulties;

thrust, then the further travel of the frame is not materially o posed, dueto the fact that the car-body si e-walls will spread out- .wardly and admit the advancing car between them.

- It is the object of this invention to over- In substance my invention involves the planof preventing the collapsing or battering down of the car-body end-wal1, because, as has been explained, if this occurs the resistance to the advance of the crushing car is materially decreased. My plan is to remove the surplus strength from the underframe and so construct and strengthen the vestibule, that the latter will act as a cushion to absorb and dissipate the force of impact.

A further object is to so reinforce the end-wall thatit will cushion and prevent entering the main body against which it is thrust. It is not my present intention to increase the weight of the car as a whole, but rather to re-distribute the weight of the various elements in the car construction and thereby more nearly equalize the strengths 01 the various parts. It 'will be apparent that I weaken the overriding or. overlappin underframe and increase the resistance 0 fered against its advance; Of course, in all vestibule cars the vestibules act somewhat as telescopic shields or cushions for the carbody proper, but I find that when these are strong beams, wholly or inpart fleeting the shock such. bending absorbing the blow imposed and deand the colliding car In a structure of this character the breaking of riveted joints is not ratherthe bending of ably rolled or other depended'upon, but heavy beams, (desir fabricatedbeams), is

used for a cushioning effect or concussion dissipation. In a somewhat similar manner I strengthen andbrace the car-body endsimilar shock-absorbing and deflectwall by mg cushions.

In-order that those skilled in thisart may have a full and complete understanding of this invention, I have illustrated preferred nted Mar, 11, 1913. Application filed-March 26,1912. Serial No. 686,367.

crushed the riveted joints of the framings give way'so that'the major portion of the also act as a bufiing the on-coming car invention, 1 proand desirable embodiments of the same in the accompanying drawings, which form a part of this specification and to which ref erence should be made the following detailed description.

In-these" drawings: Figure 1 is a frag-.

mentary perspective view of a car-framing embodying my invention, Fig. 2 is a fragmentary side elevati" n of'the end-portion of a vestibule passenger car, part ofthememt here being broken awa through the vestibule framing on line of Fig. 2; ,Fig. 4 is a horizontal section ofthe vestibule construction on linefii-ot in connection with too andothers shown 7 in section to' more clear y-dllustrate-the constructlon; Fig. 3 is a verticalcross-section' bule, it is necessary tovbend such relatively f Fig. 2; Fig. 5 is a vertical cross-section on an enlarged scale on line 5-5 of Fig. 4;

v F ig.6 is an enlarged fragmentary plan view of a corner portion of-the structure; Fig.

-' constructwn, and Fig. 9 is a view similar to F ig.-4 showing the same. modified construct on.

As ls'usual the car-frame is equipped at each end with a cast steel combined platform and double body-bolster casting 10. The

car-.body end-wall fastened to this casting,

, in the present instance, is composed of the two corner 2 bars or posts 13, 13, and the intermediate 2 bars or posts 14:, 14, and 15, 15, the latter extending upwardly to the top of the roof, as is shown in Figs. 1, 2 and 3, these upright beams or posts being secured to the other parts of the car framing in the usual or any desired manner. To the outer faces of these various posts 13, 14:, and 15, above the doorway 16 is riveted a bent channel deck end-sill 17. As is well shown in Fig. 4,. such sill 17- is outwardly bowed at its central ortion for the accommodation behind it of the rear upright legs 18, 18, of a pair of relatively heavy U-shaped beams 19, 19, the other, or front legs 20, 20, of whichform the passageway or end-posts of the vestibule. As is indicated in Figs. 2

I and 7 the platform casting 10 is apertured for these upstanding legs 18 and 20, the connecting-portion of the U-shaped beams being disposed beneath the casting l0 and riveted at 21 and 22 to suitable webs or fins providedon suc strengthening purposes. These U-shaped beams 19 are the ones referred to above whose resistance to bending or distortion constitutes the safety cushion andupwardly. deflecting means for preventing injury to the car-body pro-per. Y

In order to attach the inner upright portions or legs 18 of these bent rolled I-beams 1 19 to thechannel deck end-sill 17, I employ bent strapsor saddles 23, one of which is associated with each of the posts 18, each of such fastenin straps extending around the rear face of t e part 18, being riveted at 24 to the flanges of the I-beam, each strap having horizontal forwardlyprojecting hook-ends 25 above and riveted at 26 to the top flange of the channel 17. In order to hold separated. the upper ends of the legs of the heavy U-shaped beams-19, I'e'mploy in 1 connection with each, a horizontal channel strut 27 fastened at its inner end by means of an angle plate 28 riveted to its web to the channel sill 17, and to one of theifront flanges of the leg 18. Also at its inner end, each of these struts 27 has its topand bottom flanges removed, the remaining web 29 jecting casting for this as well as 3 scribed being being bent outwardly at an angle so as to lie against the correspondingly-disposedportion of the web of the channel 17 to which it is riveted. Atits top end each of the legs 20 of the bent I-beams has one of its inner flanges cut away at 31 to permit the web of the channel strut '27 to be against the web of the-leg 20 to which it is riveted at 32, the ends of the top and bottom flanges ofthe strut 27 preferably bearing against the outer flange of the leg 20.

a Each of the legs 18 extends upwardly beyond the deck end-sill 17 and connecting 1 these legs together on their front face is a transverse angle-bar 33 to the top of which Is riveted at 34: the strengthening horizontal transverse-plate 35, the inner edge of which is bent down to provide a flange 36 riveted at 37 to the inner flanges of the two legs 18.

To such plate 35 are also riveted the proends of bent upwardly at 39 and then outwardly to from the pair of flanges 40, 40. to the tops of which are riveted the inner ends of curved angle deck-sill extensions 41. In this way an effective and efiicient connection is secured for the various parts, the plate 35 vestibule iaphragm faceplate rods 42 are slidingly ends of the angle deck-sills 38. The I plate 35, as is shown in Fig. 3 are 7 affording the required additional stren 'h and rigidity. The customary and suitably mounted on the struts 27 as is Eillustrated. Beneath these members 27 the ordinary sheet-metal ceiling-1 lates 43 acting as gussets or stifi'eners are employed, suit- 1 able diagonal angle-stifieners' and braces 44 being used in the relation indicated and fasf tened at their opposite ends to suitable guslset-plates45 and 4:6.- It will be observed that with this arrangement of elements the upper portions of the bent I-beams forming the. vestibulepassageway-posts are bracedin position by'direct connection with thecorner-posts 13, whereby the latter and the side-j walls of the car ass st in maintaining the bent-beams in position in their proper planes for withstanding the shocks to which they may be subjected. The remainder of the vestibule structure, for example, the

roof-structure and other parts, may be constructed in any approved and satisfactory vsuch beams projecting :like, is notmaterial so long as their mode of p fabrication gives them adequate capability for distortion and bending without breakmanner, the main'feature of the framing de 1 the U-shaped I-beams 19, the legs of which form door and vestibule pasfsageway posts, ithrough suitable apertures in the double bolster casting,

1,056,615" [f r at ing, whereby to permit them to bend under shock and in so bending toact as a cushion and deflecting means.

The side-frame of the car, as illustrated in Figs. 1 and 2, may be of the usual and ordinary construction, but extending rear- Wardly from each corner post 13, between the various posts 47, 47, of the side-frame, I interpose and fasten in place, any desired number of U-shaped cushionmembers or beams 48, 49, and 51, which may be all of the same height as illustrated, or may be of decreasing height if preferred. In the present case these beams have beenmerely ex-' tended up to the window line, but to those skilled in this art, it will be obvious that their size and shape may be chosen to conform to the service which they are intended to render, and harmonizewiththe remainder of the structure of thecar. In this instance, these various bent cushions have beenshown as I-beams, but of course, their-cross-section may be anything desirable. If an on-coming car, during a collision, attempts to break parent that when another car attempts todown the end-wall of such a car-body, these various bent beams will act as cushion sup ports or braces for'such wall, itbeingnecessary to bend or distort one or more .of them if the endwall is to yield. In other words, the resistance which-these inserted U-shaped beams ofier to bending, acts to assist in properly supporting the end-wall and con v stltutes a cushion for absorbing and dissi pating any blows or impacts imposed'upon the car-body end-wall.

From the above description and the accompanying illustrations, it should be apdamage or injure the car described in detail herein, it is necessary for the second car to first impose its blow or force against the outer legs 20 of the large rolled or otherwise fabricated U-shaped I-beams 19, and before such blow can be effectively imposed upon the car-body end-wall, the legs 20 will of necessity have become considerably bent, such bending absorbing Wholly, or in part, the

force of the blow imposed, and deflecting the shock or concussion upwardly. Owing to the location of a portion of the platform cast-ing between the base .portions of the posts or legs ofithe U-b'eams, the bending occurs'above the platform, which assists. in

' 1 I'l8.l crushing force should reach the endthe deflection of the on-comingcar, as will be readily understood. If, however, a matewall of the car-body, the latter in turn, offers an increased resistance to being battered or broken down by the reinforcing-and bracing action of the several bent beam cushions 18, 19, and 50, so that if such wall is broken down or distorted -or bent, the blow imposed upon the same is absorbed" and discharged inthe necessary bending of the beam cushions 48, 49, etc. Clearly then, the beams 19 and 48, 49, 50 and 51, cooperate and co-act to save the body of the car from damage and lnjury, and in each instance it is the bendin of an integralfabricated beam which is used as a shield or absorber of the force of impact.

It has doubtless been noticed that in the embodiment of this invention described I posed exactly longitudinally of the car so as to secure the maximum cushioning or shielding effect, which the resistance of such members to bending affords. ,In Figs. 8 and'9 such a modification has been illustrated, but the only substantial difi'erence between this structure and that described above 'is that both legs of'the' heavy U-shaped beams 52 are in the same plane, suitable additional door-posts 53 of any desired cross-section being provided. Of course, in this form of construction the double body 7 bolster and platform casting has to be modified somewhat to accommodate the style of U-beam 'used, and in the present instance the middle or leg connecting portion of these heavy U- beams is riveted at 54 to suitable webs of the casting.

It will be appreciated by those skilled in this art, that in each of these embodiments or styles of construction the car-body. endwall is reinforced by the bent beam cushions or shields in the side-walls, and that the endwall in turn is efiectively connected to the heavy U-beams of the vestibule so that all of these various cushions and shields cotiperate to afford a maximum of safety to thepassengers and to the car itself. Although I have herein shown and de-] scribed two particular styles and forms of construction, it is to be understood that my invention is in no way limit-ed to the precise and exact mechanical features illustrated and described, because these may be varied. within comparatively wide limits without departure from the substance of my invention, and without the sacrifice of any of its material benefits and advantages.

What I claim is:

1. In a railway car, the combination of a car-body,] and a vestibule frame containing one or more bent beams opposed to collapsing or crushing of the vestibule, the bend in such beam being substantially on a level with the car-body under-frame, substantially as described.

2. In a railway car, the combination'of a car-body, and a vestibule frame containing one or more substantially vertically-arranged bent beams-opposed to collapsing or crushing of the car-body,

tegral beam,

till

vestibule, the bend in such beam being substantially on a level with the carbody under-frame, substantially as described.

3. In a railway car, the combination of a car-body, and a vestibule-frame containinga substantially vertically arranged bent beam forming one of the posts of the ve'sti-' bule passageway and opposed to the collapsing or crushing of the vestibule, substantially as described.

l. Ina railway car, 'the combination of a car-body and a vestibule frame containing a substantially vertically arranged bentbeam forming one of the posts of the vestibule passageway and opposed to the col lapsing or crushing of the vestibule, the bend in such beam being substantially on a level with the car-body under-frame, substantially as described.

In a railway car, the combination of a vestibuled car-body, and a bent beam forming a post of the car-body end-wall and a post of the vestibule end-wall, substantially as described.

6. In a railway car, the combination of a vestibuled car-body, and a bent rolled beam forming a post of the car-body end-wall and a post of the vestibule end-wall, substantially as described.

7. In a railway car, the combination of a vestibuled car-body, an integral beam forming a post of the car-body end-wall and a post of the vestibule end-wall, substantially as described. 1

8. In a railway car, the combination of a vestibuled car-body, and an integral beam forming a door-post of the car-body endwall and a post of the vestibule passageway; substantially as described. y

9. In a railway car, the combination of a vestibuled car-body, and a bent rolled beam forming a door-post of the car-body endwall and a post of the vestibule passageway,

substantially as described.

' 10. Ina railway car, the combination of a car-body, and an integral bent beam form ing a door-post of the car-body end-wall and a passageway post of the vestibule endwall, substantially. as described.

11. In a railway car, the combination or a and a substantially U-shaped inthe legs of which form a post of the car-body end-wall and a. post of the vestibule endwall, substantially as de-.

scribed.

12. In a railway car, the combination of a car-body, a Uehaped integral. beam, one leg -of which forms a d0or-post of the car-body end-wall, the other leg of which forms a post of the passageway of the vestibule endwall, and a strut between such posts, sub stantially as described. p

' l3.'ln a railway car, the combination of a car-body, an apertured platform casting, and a U-shaped integral bent beam, the legs oa ers of which are extended upwardl through the apertures of said casting an form respectively a post of the car-body end-wall passageway post of the vestibule end-wall,

and a strut between the upper ends ot said posts, substantially as described. 15. A car-body having an end-wall and side-walls, said side walls having posts and bent beams between such posts acting as bracing cushions for the end-wall, substantially as described. n

16. A car-bod having an end-wall and side-walls, said side walls having posts and integral bent beams between such posts acting as bracing cushions for the end-wall, substantially as described.

17. A car-body having an end-wall and side-walls, with upright posts, each of said side-walls havinga series of integral bent beams between and engaging its upright posts, such beams acting as bracing cushions for the end-wall, substantially'as described.

18. In a railway car, the combination or a car-body having an end-wall and sidewalls, integral bent beams in said side-walls acting as bracing cushions for the end-wall, and an integral bent beam forming a post of the car-body end-wall and a post of the vestibule end-wall, substantially as described.

19. In a railway car, the combination of a car-bodyhaving an end-wall and side-walls, bent beams in said side-walls acting as bracing-cushions for the end-wall, an apertured platform casting, and bent beams having portions forming respectively posts of the car-body end-wall and postsof the vestibule 1 end-wall'extending through the aperture of said platform c asting,' substantially as scribed. i

20. in a railway cant-he combination of a car-body having an end-walland sidewalls, integral bent beams in said side-walls acting as bracingcushions for the end-wall, an apert-ured platformcas'ting, one or more til-shaped integral beams having their legs projecting upwardly'through the apertures of said casting and forming respectively a pcst of the car-body end-wall and a post of the vestibule end-wall, and a strut between .the front of the vestibule and another .mem-

bent beams opposed, or crushing of the vestiv Substantially as described.

I ber of the bent'beam extended through vestibule, substantially as described. y

22. A railway car having a vestibuled carbody with one or 'more'bent beams opposed to the collapsing or crushing of the vestibule, one member of said beam being'at the front of the vestibule, another member "or the beam being at the back of the'vestibule and the bend in the beam being substantially at the level of'the car-body. under-frame,

frame, substantially as described.

25. A vestibuled railway-car body having a platform-frame, an integral beam having a portion forming a post of the vestibule end wall, another portion forming a post of the car body end wall, and an intermediate portion below and fastened to said platform rame, substantially as described.

26. A vestibule for railway cars, including a platform frame, and a substantially U-shaped metal beam having its leg members extending through the platform, an intermediate part of the beam which connects the legs lying below the platform, one leg being at the front of the platform and the other leg being at the back of the platform, substantially as described.

27. A vestibule for railway cars having means to prevent telescoping thereof, said means including front and rear upright posts of rolled metal connected at their lower ends by an integral bend, substantially as described.

28. A vestibule for railway oars having. means to prevent telescoping thereof, said means including front and rear upright post-s of rolled'metal connected at their lower ends by an integral bend located below the platform of the vestibule, substantially as described.

29. A vestibule for railway cars having means to prevent telescoping thereof, 'said means including a substantially U-shaped rolled metal beam, the part of the beam being at the back of the,

bottom 'of thebeam,

which connects the legsthereof being at the and the-.legs of th beam defining the transverse entrance to the M vestibule, substantially as .described.

;30.A car body having an under-frame and side posts, and substantially U-shaped bent rolled metal beams interposed between successive posts at each end of the car body, the legs of each beam lying against adjacent posts, and an intermediate part of the "beam :which connects the legs being at the bottom-of frame of the car-body, substantially as described.

31. In a railway car, the combination with "a car-body having corner-posts, of a vestibule frame composed of beams bent into U-sha-pe, the part of each beam which connects the legs thereof being arranged substantially horizontal and parallel to the platform of the vestibule frame, the legs of the beams affording door-posts in the car-body end-wall and posts for the vestithe beam and adjacent 'the underbule passageway, bracing means between the upper ends of the legs of the respective beams, and bracing means between the up per ends of the vestibule post members and I the comer-posts of the car-body, SHbStaII- tially as described.

32. In a railway car, the combination of a car-body and an apertured vestibule platform-casting, a pair of U-shaped fabricated beams having their legs projecting upwardly through the apertures of said casting, struts between the legs of the respective beams tending to hold said legsproperly spaced apart, and bracing means at the upper portion of one of the legs of each beam assisting in maintaining it in position to oppose shocks tending to crush the vestibule, substantially as described. e

33. In a railway car, the combination of a car-body and an apertured vestibule platform-casting, a pair of U-shaped fabricated beams having their legs projecting upwardly through the apertures of said casting, one of the legs of each beam constituting a vestibule passageway-post, struts between the legs of the respective beams tending to hold saidlegs properly spaced apart, and bracing means at the upper portions of the vestibule assageway-post members assisting in maintaining them in position to O. P. POWELL, S. L. SHAWnAU.

oppose shocks tending to crush the vestibule, 

